Track-sanding apparatus



4 Sheets-Sheet 1. A

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0. w. SHBRBURNE, TRACK SANDING APPARATUS.

No. 508,849. Patented No 14, 1893.

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G. W. SHERBURNE. TRACK SANDING APPARATUS.

No. 508,849. Patented Nbv. 14, 1893.

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. G. W. SHBRBURNE.

- TRAGK SANDING APPARATUS. No. 508,849. Patented Nov. 14, 1893.

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l h A r v M Q wg g/v/w/v/Mwwvva A .mu .H A 1 7/ ITHEESES W. 9 77' fy l kUNITED STATES PATENT OFFICE.

CHARLES W. SHERBURNE, OF BOSTON, MASSACHUSETTS.

TRACK-SAN DING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 508,849, dated November14,1893.

Application filed January 3, 1893. Serial No. 457.975. (N0 model.)

To all whom it may concern:

I Be it known that I, CHARLES W. SHER- BURNE, a citizen of the UnitedStates, residing at Boston,in the county. of Suffolk and State ofMassachusetts, have invented a new and useful Improvement inTrack-Sanding Apparatus, of which the following is a full, clear, andexact description, reference being bad to the accompanying drawings,forming a part of this specification, in explaining its nature.

This invention relates to the combination of the air valve whichactuates the tracksanding apparatus with the engineers valve and withthe air supply from the air brake system and to the details ofconstruction of such an apparatus.

. In the drawings Figure l is a side elevation of alocomotive carryingthis apparatus. Fig. 2 is'a side elevation of the engineers valveshowing its connection with the valve of the track sanding apparatus.Fig. 3 is a detail which shows the manner of combining the valve stem ofthe air valve of the tracksanding apparatus with the engineers valve..Fig. 4 is a horizontal section of the valve of ordinary engineersvalve, by which such an apparatus may be worked without changing thehandle of the engineers valve. Fig. 6 is a top plan of a modified formof the tracksanding valve of Fig.4; and Fig. 7 is a ver of the tracksanding apparatus.

ing wheels.

tical section of the same.

The figures show how the track sanding valve may be operated by handwithout moving the engineers valve. I

Like letters denote like parts in all the figures.

A is a locomotive; B is its cab; and O is a sand box; 0 is theconnecting rod of the le ver usually employed to operate such valves Thesanding pipes are in the usual form and extend from the sand box 0 tothe front of the drivd is the air pipe leading to the sand valvesorsandbarrel, by which and through which the supply of air driven sand befurther described.

e is the air pipe leading from the air reservoir F to the engineersvalve, and f is the air pipe of the train line. The track-sandingapparatus and engineers valve are shown in sketch at G. The details ofthis apparatus shown atGare illustrated in the valve figures.

d is as before the air pipe conveying compressed air to the sand box..

g is the engineers valve,andh is its handle.

H is the bracket which supports the engineers valve from the head of theboiler.

c is an air pipe leading from the housing forming a part of theengineers valve into which housing the pipee enters. This housing beingcontinuous with pipe e is lettered e in Fig. 4. A cylinder I of Fig. 4is furnished with a diaphragm i, in which diaphragm is a valve seat, towhich valve seat.

I have already described in previous pat ents several devices foremploying the air blast in connection with the business oftrack-sanding, and either one of these may be employed in connectionwith this apparatus. The pressure of air against the end of the valve 2'will be sufficient to keep it to its seat, unless it is pressed ofi bysome force applied in opposition to the air current.

The handle h of the engineers valve is provided, on its end, where itengages with the stem of said valve, with a cam'h, as shown in Fig. 4,and this cam pressing against the end of the valve stem i will throw thevalve off its seat as the handle it is mo'ved from right to left, andthe pressure of air will reseat the valve as the handle is moved fromleft to right. p v

The drawings in Figs. 2, 4, and 5 are too small to show the detail ofthe device for en- I is furnished to the track sanding pipes. All theseparts are of usual form and need not gaging the valve stem 1'" with thecam on the l engineers valve, and therefore this detail issimplylettered K in those figures. In order to understand the construction ofthis terminal of the valve stem, Fig. 3 has been named. In that figuret" is the piston rod, Z is a cap fitting on the end of the piston rod,and Z is a slot in said cap. Z is the head of a pin or screw which goesthrough said slot and into the piston rod, and prevents the cap Z frombeing readily detached. Upon the side of the piston rod is placed aneccentric mwhich has a handle on it m.- By turning this eccentricso thatits fat side is toward the cap Z the piston rod becomes virtuallylengthened, and therefore able to engage the eccentric h on theengineers lever h, and by turning it so that its lean side is toward thesaid cap the eccentric will not engage said cam. In order,however, thatthe valve may be worked by and without working the engineers valve itwould be desirable to make the eccentric with such a throw that when thevalve was on its seat, the thin side of the eccentric was against thecap land by turning the eccentric so that the fat side pressed againstthe cap Z the cap would be driven out against the long part of the camh, and the valve '5 thus lifted from its seat.

In order to provide an easy way of converting the present engineersvalve lever into a valve lever with a cam to it without throwing awaythe lever I make a frame which is shown in Fig. 5. This frame hooks atupon the lever handle h. The part 01, goes over the top of the handle,and abranch at right angles n goes down at the handle to about breast ofthe stem of the engineers valve. At this point a circular part 71 ishinged which lies close to the end of the spindle, or which can beraised out from it at its outer end. This is provided by hinging theouter end of the semi-circular part a a handle a, which is provided witha small eccentric a which when turned down against the side of the leverit allows the semi-circular part n to lie close against the end of thelever, but when thrown out to the position shown in Fig. 5 or a littlefarther throws the outer end of the semi-circular part u away from theend of the handle it and thereby converts the end of this handle into aneccentric, such as is I shown in Fig. 4:. This detail is merely a methodof forming the eccentric shown in Fig. 4 at hi, and it is a detachableeccentric end to the engineers handle. Of course instead of making thecap of the valve stem la cap to go outside of the valve stem as shown inthe previous figures, and instead of having it adjustable to and fro byan eccentric, it is obvious that it may be made in the form of a screw,and be adjusted by turning the rod. Of course also the moisture trapwhich is combined with the valve hitherto described as shown in Fig. 2at M where the sides of the moisture trap are broken away may be ofsomewhat difie-rent shape than is here shown. Such a modification isshown in Figs. 6 and 7. The pipe leading from the sources of air supplymarked e in the other figureswould be attached to the neck alsomarked eof Figs. 6 and 7, and the pipeleading-to the track sanding apparatuswould be attached to the neck marked d in Fig. 6. These necks whichreally constitute the mechanical parts of the pipes screwed into them,being simply 'portions of the conduit leading to and from the valve havebeen lettered the same as the pipes to which they are attached, for thegreater clearness of description. The diaphragm in which the valve seatis made is lettered as before Z, the valve Z the valve stem t". Theadjusting screw which lengthens or shortens the valve stem so as tobringit in connection, with the eccentrics and the engineers lever ismarked Z A check nut Z is run upon this screw against the end of thevalve stem '5. A small lever it having an eye at its end is placed withthe eye around the valve stem, and its side presses against the checknut Z. If now this lever could be moved toward the valve seat, as itfits the end of the valve stem tightly both being made slightly conicalor with shoulders, until it forces the valve from its seat and allowsair to pass into the chamber M, which serves as a moisture trap and fromwhich moisture can be drawn out through the drainage cock oof Fig. 2,which would be placed at or near the lower point of the chamber M inFig. 7. A plate P is fastened upon the top of the chamber M, as shown inFigs. 6 and 7, and in this plate there is a slot 1) which is inclined asshown in Fig. 6. Through this slot the handle h projects upward and ifdrawn from the position shown in Fig. 6 toward the other end of the slotthe handle will be movable sidewise toward the valve 71 and will movewith it the piston rod Z endwise until the valve is opened. Thiscontrivance therefore allows the engineer to open the valve by hand andis an exact equivalent for the construction at first described andillustrated in Fig. 3.

The claim of this specification having been put in interference withthose of other inventors, and a new application, Serial No. 482,162, ofAugust 2, 1893, having been filed for the matters not involved in theinterference controversy, no claim is made herein to specific details ofconstruction, but only to the broad mechanical combination of the airconduit originating in the air brake pressure supply, and discharginginto the sanding apparatus, with a valve in said conduit, the engineersbrake valve, and mechanical connections between the two valves, wherebythey are moved simultaneously, and air is automatically supplied to thesanding apparatus when the brakes are applied.

Having thus fully described my invention,

of the United States- In an airactuatedtracksandingapparatus thecombination of" twoair pipes connected with the same source of airsupply, under pressure one leading-to the sand storage and brakeapparatus proper, and with a. single handle'under control of theengineerto actu- 1o ate both said valves together, as and for the purposesdescribed.

CHARLES W. SHERBURNE.

- In presence of- J. M. DOLAN, v

F. F. RAYMOND, 2d.

